Governor for internal-combustion engines



PATENTED FEB. 16,1904.

, 0. E. SARGENT. GOVERNOR FOR INTERNAL COMBUSTION ENGINES.

APPLIGATION FILED APR. 27, 1900.

3 SHBBTSSHEET 1..

H0 MODEL.

PATENTED FEB. 16, 1904.

G.E.SARGBNT."3 GOVERNOR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED APR. 27, 1900.

3 SHEETSSHEET 2.

N0 MODEL.

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3 SHEBTS SHEET 3.

C. E. SARGENT. GOVERNOR FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED APR. 27, 1900.

N0 MODEL.

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UNITED STATES Patented February 16, 1904.

PATENT OEEIc CHARLES E. SARGENT, OF CHICAGO, ILLINOIS, ASSIGNOR OFTHREE- FOURTHS TO OLIVER S. LYFORD, OF NEWV YORK, N. Y., AND CHARLES W.HILLARD, TRUSTEE, OF CHICAGO, ILLINOIS.

GOVERNOR FOR INTERNAL-COMBUSTION ENGINES.

SIEIEIGIFIGATION forming part of Letters Patent No. 752,109, datedFebruary 16, 1904.

Application filed April 27, 1900.

- lowing is a specification.

My invention relates to certain improvements in governors forinternal-combustion engines, the object of the same being to governtheengine without causing any extra work or loss of efiiciency.

It is also my object to provide an extremely sensitive andeasily-adjustable governor which can be arranged to control the engineunder the various conditions to which such engines are subject. 7

In the drawings, Figure 1 is a side elevation of an engine containing myinvention in its preferred form. Fig. 2 is a vertical transverse sectionin line 2 2 of Fig. 1. Fig. 3is an end elevation of the engine. Fig. 4:is an elevation of the governor and governor-pulley upon the sideopposite to that shown in Fig. 1 and showing the crank-shaft and asleeve thereon in section in lines: 4 of Fig. 3. Fig. 5 is a section inthe crooked line 5 5 of Fig. &. Fig. 6 is a plan of certain detailslooking'downward from the arrow 6 of Fig. 4. Fig. 7 is an enlargedvertical cross-section in the line 7 7 of Fig. 1, showing one of thevalves and the mechanism for operating it; and Fig. 8 is a detailhorizontal section in the line 8 8 of Fig. 7.

In the figures, A a designate the base, and B the frame, of an engine,having alined double cylinders C D, connected by a distancehead E,supported from the base by a bracket a In the frame is mountedacrank-shaft F, bearing fly-wheels G G and driving a side shaft H,journaled in bearings it and pro vided with cams QQS S, arranged tooperate as it rotates igniters and admission and ex-. haust valves. Theside shaft is driven by means of a worm-gear I and a Worm J, the latterborne by asleeve upon the crank-shaft and normally rotating in unisontherewith,

Serial No. 14,556. (No model.)

set-screw a to short rock-shafts, which are journaled, respectively, indiametrically opposite spokes g g of the fly-wheel Gr and having attheir opposite ends, respectively, rigid arms M M. The bars N N carrysliding weights a n fixed at any desired point on the bars by set-screwsa a and further carry set-screw-locked adjustable slides a a, to whichare pivoted yokes O O, having oppositely-threaded shanks 0 0', engaging,

respectively, blocks 0 0 fixed in the opposite ends of a sprin -coil P,which thus yieldingly resists increase of the normal distance betweenthe slides. The arms M M above mentioned extend inward nearly to thesleeve j, to which their inner ends areconnected by links K K, pivotallyfixed to lugs j upon said sleeve. From this construction it follows thatthe sleeve, being engaged by the lugs must rotate'with the shaft andthat if the speed of the fly-wheel be such that the centrifugalforce ofthe weighted bars extends the spring P the sleeve is rotated upon thecrank-shaft, and thus by means of the worm and worm-gear the cam-shaftis rotated in its normal direction of rotation to a position more orless in advance of its normal position with respect to the crank-shaft,according as the bars N N are thrown more or less outward, and, further,that it maintains an advanced position so long only as centrifugal forcemay prevent the spring from restoring the sleeve to its normal rotativeposition. Ob-

centrifugal force may be varied from Zero to a certain maximum when theweights are at the outer ends of the bars and the latter are tangent tothe circle described about the crankshaft by their pivots.

Above each igniter-cam Q is mounted a rockshaft r having an arm W, fromwhich a pivoted rod R extends down through a slot 7' in a plate r andrests upon the corresponding cam Q, against which it is pressed by aspring r tending to rotate the rock-shaft. Each cam Q has upon itsperiphery a projection (1, adapted to gradually raise the rod R andsuddenly release it, thereby through rocking the shaft r operating anordinary igniter (not shown) within the cylinder. Should the camshaft'berotated in the reverse direction, the slot 7 will permit the rod R toswing out of the path of the projection q.

The admission and exhaust valves are shown in section in Fig. 7 where Urepresents a cylindrical bushing or casing removably fixed in walls ofthe cylinder and provided with admission-ports a and exhaust-ports a,one of the former communicating with a passage 24 for entering gas andthe other or others with a passage (0 for entering air. Within thiscasing fits a hollow reciprocating upwardlyopen piston-valve V, having ahollow axial stem '0 extending down through a recessed cap a, whichcloses the casing below and bears two nuts 0 between which lies theforked end 6 of the valve-operating lever T, pivoted at t to a bracket tand having at its outer end a roller t, resting upon one of thevalve-operating cams S. The valve V has inlet-ports '0, through whichboth air and gas may enter, and is provided with a peripheral recess 01,which communicates with the exhaust-passage u. The entire valve-chamberis covered by a cap-like puppet-Valve X, which normally rests upon thevalve-casing U and also upon the valve V, protecting the part andforming a second closure and which is guided in its movement by a stem00, working in the hollow stem of the valve V.

The parts are so proportioned and arranged that when the roller t ridesupon the portion 8 of the cam S both admission and exhaust ports areclosed; but as the roller is pressed outward by the part 8 the rockingof the lever T lifts the valves V and X, opening the exhaust-port only,and on the further rotation of the cam its deeply-recessed portion 8permits the lever to rock in the opposite direction under the influenceof the spring, closing the exhaust-port, and thereby the inlet-ports aare opened as the valve descends. It is to be noted that opening theinlet-ports a does not necessarily admit the charge to the cylinder,since until the valve X is raised from the Valve V by suction orotherwise the charge cannot reach the cylinder.

The apparatus thus constructed is usually adjusted for obtaining thebest effect possible while the engine runs under full load and at normalspeed, the inlet opening at the beginning of a forward stroke, ignitionoccurring at or near the end of the compression-stroke, and the exhaustopening at the end of the working stroke, the relative time during whichinlet and exhaust remain open being fixed in forming the cam.

.If in operation the load be lessened and the speed of the engine bethereby accelerated, the governor at once acts, rotating the sleeve uponthe crank-shaft, and thereby rotating the cam-shaft slightly forwardwith reference to the crank-shaft, and thus causing all the valve andignition movements to occur a little sooner with reference to themovements of the piston than they otherwise would, and the interval ofadvance is automatically proportioned to the abnormal speed of theengine, so that upon rapid acceleration there is a simultaneous andproportional advance in the time of operation of the valves and igniter.This earlier operation results in admitting a smaller charge and inincomplete exhaust, beginning slightly before the end of the workingstroke. The early closing of the exhaust leaves products of combustionto be compressed by the' still advancing piston, and although theinlet-ports are opened into the piston-valve the pressure of theseresidual products holds the valve X closed and prevents the charge fromentering the cylinder until the return movement of the piston allows thepressure of the burned gases to fall. This tends to further reduce theinterval of admission, and consequently the percentage of fresh materialin the charge, whose entire volume is practically unchanged, owing tothe retention of burned gases. The admixture of burned gases retardscombustion; but earlier ignition insures full effect of the fresh gasconsumed, and there is at no point any loss through the automaticregulating. Since, as has been seen, we can adjust at will thecentrifugal force and also the force (spring) resisting its effect uponthe cam-shaft, the sensitiveness of the apparatus may be regulated atwill to accord with the character of the work, and the apparatus may bereadily set to permit practically any maximum speed, high or low, thatmay be found desirable.

The details of the preferred construction above set forth are obviouslyvariable in many ways, and I do not, therefore, wish to limit myself toany specific construction, form, or arrangement.

What I claim is' 1. In an internal-combustion engine, the combinationwith an exhaust-valve and an igniter, of devices connected with thecrankshaft for opening and closing said valve and actuating saidigniter, and a governor controlled by the speed of .the crank-shaft,connected with the valve opening and closing and igniting devices andoperating to advance loo their movement relatively to that of theengine. V

2. In an internal-combustion engine, the

. combination with an exhaust-valveiand an igniter, of devices connectedwith the crankshaft for closing said valve and actuating saidhaust-valve, devices for closing said valves A and igniting the chargeat predetermined points in the movement of the piston and crank-shaft,and a governor, controlled by the speed of the crank-shaft, operating toautomatically advance the closing of the inletvalve, the closing of theexhaust-valve and the ignition of the charge with respect to themovement of the piston, substantially as described.

4. The combination with the cylinder, piston, crank and crank-shaft ofan internal-combustion engine, of an admission-valve, and exhaust-valve,devices for closing the admissionvalve, for opening and closing theexhaustvalve and for igniting the charge at predetermined points in themovement of the piston, connections between said devices and thecrank-shaft, and a governor, controlled by the speed of saidcrank-shaft, operating to automatically advance the closing of theadmission-valve, the opening and closing of the exhaust-valve and theignition of the charge,

with respect to the movement of the piston, substantially as described.

5. In an internal-combustion engine, the combination with the cylinder,piston and crank-shaft, of an igniter, valve mechanism," actuated fromthe crank-shaft, for opening and closing the admission and exhaustpassages, means for holding the passage from the admission-valvemechanism to the cylinder closed when the pressure in the cylinderexceeds the pressure ofthe entering fuel-gases, and a governor operatedfrom the crank-shaft and arranged to vary, with respect to the pistonsmovements, the times of operation of the igniter and said valvemechanism.

6. In an internal-combustion engine, the combination with a cylinderhaving inlet and exhaust passages, a piston, and a crank-shaft driven bythe piston, of an igniter, crankshaft-actuated valve mechanism foropening and closing said passages, means operated by pressure fromwithin the cylinder to hold the passage from the admission-valvemechanism to the cylinder closed when the pressure in the cylinderexceeds that of the entering fuelgases, and a governor operated from thecrank-shaft and arranged to advance, with respect to the movement of thepiston, the times of operation of said igniter and valve mech- I anism.

7 In an internal-combustion engine, the combination with acylinder,piston,and crankshaft, of a cam-shaft driven by the latter, valvescontrolling the admission and exhaust, cams upon the cam-shaft actuatingthe admission and exhaust valves, a governor controlled by variations ofthe speed of the crankshaft, and means operated by the governor to varythe time of the cam-shaft with respect to the crank-shaft, therebyvarying the time of beginning and end of both admission and exhaust, inaccordance with the engines speed.

8. In an engine of the class described, the combination with thecrank-shaft, of the camshaft provided with a gear, a second gear mountedupon and rotating with the crankshaft and engaging the cam-shaft gear, agovernor, and means whereby the-movements of the governor rotate saidsecond gear relatively.

to the shaft upon which it is mounted.

9. In an internal-combustion engine, the

combination with the cylinder, piston, crank and crank-shaft, of avalve-chamber having inlet and exhaust passages, a valve working in saidchamber and having inlet and outlet ports adapted to register with saidpassages, means for keeping the passage between the cylinder andadmission-valve closed while the pressure in the cylinder exceeds thatof the entering fuel-gases, a shaft bearing a cam to operate said valve,a governor controlled by variations of speed of the crank-shaft, andmeans whereby the governor advances the rotation of the cam-shaft withreference to the crank-shaft, substantially asset forth.

10. In an internal-combustion engine, the combination with the cylinder,piston, crank and crank-shaft, of a valve controlling both admission andexhaust, a cam adapted to impart to said valve proper admission and ex-7 haust movements, with reference to the position of the crank-shaft,when the speed of the latter exceeds a certain rate, and means operatedby pressure from within the cylinder to close the passage from thelatter to the admission-valve, substantially as set forth.

11. In an internal-combustion engine, the combination with the cylinder,piston and crank-shaft, of an air and gas inlet passage leading to theinterior of the cylinder, avalve interposed in said passage, means forclosing said passage between said valve and interior whenever pressurewithin the cylinder exceeds the pressure of the entering fuel-gases,devices for actuating both said valve and means in time relation withthe engine-stroke,

a governor, and means whereby the governor- .may advance the time ofoperation of said devices.

12. In an internal-combustion engine, the combination witha cylinder,piston and crankshaft, of a valve-casing having inlet and exhaustpassages, a valve working in said casing and having inlet and exhaustports adapted to register with said passages, respectively, an auxiliaryclosure operated by variation of pressure in the cylinder to open andclose the passage from said inlet-port to the cylinder, a cam operatingsaid valve, and a governor controlled by variation in the speed of thecrank-shaft and operating to vary the time of said cams action,substantially as set forth.

13. In a governor, the combination With a rotary support, of tworock-shafts mounted in said support on opposite sides of the axis ofrotation and each provided with an arm adapted to beconnected withdevices to be governed, oppositely-extending bars, provided withadjustable weights, mounted upon the rock-shafts, respectively, andarranged for unlimited angular adjustment upon their shafts, means forlocking each in any desired position, a spring connection betweencorresponding points of the tWo bars, and means for adjusting the lengthof said connection.

In witness whereof I have hereunto set my hand, at Chicago, in thecounty of Cook and State of Illinois, this 18th day of April, A. D.

CHARLES E. SARGENT. Witnesses:

CHAs. O. SHERV'EY, S. BLIss.

